Combustion device for doing away with exhaust-gases in combustion-engines.



K. & E. LEHMANN.

COMBUSTION DEVIGBFOR DOING AWAY WITH EXHAUST GASES I1 I COMBUSTION ENGINES.

' APPLICATION FILED AUG. 20. 1909.

939,844; f v Patented N 0v.9,1909.

Fig.1.

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UNITED STATES PATENT OFFICE.

KARL LEHMANN, OF WILMERSDORF -BEBLIN, AND.- ERNST LEHMANN, OF Kfi'STBIN- NEUSTADT, GERMANY.

COMBUSTION DEVICE FOR DOING AWAY IVITH EXHAUSTrGASES IN COMBUSTION- ENGINES.

Specification of Letters Patent.

Patented Nov. 9, 1909.

Application filed August 20, 1909. Serial 110. 513,734.

The subject-matter of our invention is' means for doing away with the exhaust gases in combustion engines.

The exhaust gases having an offensive smell in combustion engines are due to ex cess of oil being carried from the cylinder into the exhaust pipe when the exhaust valve is opened and being vaporizedby contact with the red-hot surfaces. Also oil is vaporized during the explosions in the cylinder,so that besides oil oil-gases pass into the exhaust pipe.

Now a primary object of our invention is to do away with the offensively smelling clouds of smoke partially by subsequently burnin the oil and itsvapors in a device, partial y by regulating the flow of oil to the cylinder, and rapidly removing any oil which is not completely consumed in the de- VICB;

In order to obtain combustion it is primarily necessary to supply fresh oxygen to the exhaust gases and oil after the from the cylinder, whether by admitting air into the exhaust pipe or-combustion device, or by introducing oxidizing substances. The admission of air alone does not suflice, however, since the exhaust gases become cooled so much that automatic'ignition is impossible. A flame must be present or be made when it is not existent. The employment of electric ignition is useless because the spark is too small to ignite the vapors of heavy oils. 0n the other hand, a relatively large flame is necessary which referably has a certain kinetic energy. N dw according'to our invention the flame which is due to the explosion and darts out of the cylinder through nozzles a certain distance into the exhaust pipe when the exhaust valve is opened is preferably used for the ignition. For increasing the action, the air. may be su pliedfrom within into the flame .by suits ab y constructing the nozzles. Further, un der certain circumstances it is necessary to emit 'stant current is heat the air preliminarily in a jacketing tube surrounding the device or the exhaust pipe. Also the air can be supplied as compressed air by means of a compressor coupled-with the engine. I

In order that our invention may be clearly understood we will now describe-the same with reference to. the accompanying drawing in which one embodiment is represented by' way of example.

In said drawing :Figure l is a horizontal section through a number of working cylinders and the exhaust pipe provided with our combustion device, whereas Fig. 2 is a vertical section taken on the bent line AB in Fi 1. fieferring to the drawing, 1 designates a number of cylinders each having a piston 2,

exhaust valve 3 and exhaust pipe 4. To these exhaust pipes'we'connect a combustion.

device for the exhaust gases which is preferably common to all the cylinders and in the illustrative embodiment in the drawing comprises a pipe 5 having an approximately rectangular cross-section. This pipe 5 is connected by flanged sockets Gwith the exhaust pipes 4 of'the cylinders. The pipe 5 isdivided into an air-suctlon or front chamber 7 and the real combustion chamber 8 which are separated by a partition 9. At the one end, a. e. the left end viewing Fig. '1, the pipe 5 is covered by two sieves 10, 11;

the chamber inclosed'by these is filled with small sieves or steel shavings 12 or similar material for deadening sound and preventing possibledanger of fire on the Davy principle. At its other end combustion chamber 8 runs out conically into the real exhaust pipe 13 which is suitably bent and leads to the silencer. Now whenever an exhaustvalve 3 is opened the flame which is to be oxidized leaps through a socket 6, front chamber 7 and a nozzle 14 in partition 9 into combustion chamber 8 and there impacts on a tubular member 15 arran d at a definite angle, say 45, and prefera 1y sawed 0 en lengthwise, through which it 1s deflecte at the'proper angle to the exhaust pipe 13. In consequence of the great kinetic energy of the exhaust gases and the rapid succession of explosions in the cylinders an almost conproduced from left to right in combustion chamber 8 and sucks air through the sieves 10, 11 energetically in ward the exhaust pipe so that a suction accom letely filled by one large flame.

tion is here exercised by the discharging products of,combustion on the front chamer 7 and consequently fresh air can con-.

stantly enter on the other side through sieves 10, 11 into the front chamber. As the nozzles 14 have a larger cross-sectional area than the tubular sockets 6, the flames darting through chamber 7 and the nozzles carry air from the front chamber and mix with this air and with the air-in the combustion chamber very perfectly, so that all the constituents of the exhaust which are unconsumed in the flame are oxidized and the interior of the combustion chambe ihis e tubu ar sockets 6 are preferably made somewhat smaller in cross-sectional area than the exhaust ports 4 of the cylinders, as the flames are then throttled and lengthened thereby. There are, however, cases in which the above described device alone does not suflice, e. g. when owing to carelessness of the attendant an excessive quantity of oil passes suddenly into the cylinder and thence into the combustion device. In order to prevent this we preferably specially'regulate the supply of oil and provlde for the rapid removal of oil arriving in our combustion device. To this end, between each cylinder 1 and the main oil pipe 17, to which oil is supplied generally by a dropping oil-feeder or an oil pump, a supplementary dropping oil-vessel 18 is interpolated which, in all cases when a somewhat large quantity of oil would pass at once into the cylinder owing to improper attendance of .the' oiling apparatus, stores up the oil and allows it to pass even if rapidly, nevertheless only by drops into the cy inder.- To this end the droppin vessel has an outlet 19 narrow compar with the dimensions of the cylinder and regulable in width by a cone 20 adjustable by means of a rod having ascrew thread, as clearly shown in Fig. 2.

For removing oil from exhaust pipe 5 and chamber 8, the same have a slanting bottom 5, from which one or more drain pi es 21 having thin walls lead to an optiona tank 22 or the like arranged not too near the engine. If necessary, the pipes'21 may have cooling ribs quite close to or only near the combustion chamber 5. The exhaust gases force the oil in the combustion chamber 5 through the pipes 21 into tank 22 where it cannot be vaporized, as when the drain pipes are sufficient long it is impossible for sufiicient heat to I e conducted to this tank.

' By using our above described means alone or together the exhaust gases can be completely done away with according to the circumstances of each case.

It is to be specially noted that when combustion chamber 5 is-made in the manner illustrated in the drawing the sound is simultaneously deadened. Owing to air having to be supplied to the exhaust gases for their complete combustion, a way into the open air is provided for the sound waves. This way is closed for the sound waves, however, by the filling 12 between the perforated walls 10, 11, but on the other hand no great resistance is offered to the admission of air for combustion. As mentioned above, as the combustion chamber opens toward the exhaust side into the usual silencer and this is likewise a resistance, the resistance at the air admission end, sa the filling 12 between the perforated Walls 10, 11, must be made more effective in its action than the V resistance of the ordinary silencer, as otherwise the burned gases would be dammed up in the ordinary silencer, which would cause optionally in its function as resistance for.

the sound waves by compressing it more or less. Also rings or partitions displaced relatively to one another, or pipes, placed one in another, or an air-vessel or even an. ordinary small silencerwhich is connected byal ipe with the air admission end of the com ustion chamber 5 can be employed. The air admission portsmay be closed by automatically acting clack-valves. Lastly, the necessary combustion air may be supplied as compressed air, in which event the piston of the compressor forms the resistance for the sound waves. g

It will be understood that owing to the provision ofthe walls 15 on which the flames from the cylinders can impact, the kinetic energy of the exhaust gases is destroyed and the temperature of the flames or exhaust gases is consequently increased.

We cla1m: .1. In a combustion device for exhaust gases of combustion engines, the combination with the cylinder exhaust pipe and the engine exhaust pipe,of a combustion chamber disposed between said exhaust pipes, said combustion chamber having an air inlet and a connection with said engine exhaust pipe and between said connection and air inlet a connection with said cylinder. exhaust pipe; and a deflector disposed opposite 2. In a combustion evice for -exhaust the mouth of said cylinder exhaust pipe and gases of combustion engines, the combination of a plurality of combustion cylinders, a combustion chamber having lateral openings opfposite the mouths of the exhaust pipes 0 an air inlet, an engine exhaust pipe-connected with said combustion chamber, and deflectors in said combustion chamber between said air inlet and engine exhaust pipe and opposite the mouths of said cylinder exhaust pipes, said deflectors being adapted to direct the flame jets entering said chamber away from said airinlet'for inducing asuction therethrough. v

3. In a combustion" device for doing away with exhaust gases in combustion en ines, the combination, with the engine cylinder exhaust pipe and the exhaust pipe of the engine, of a chamber in open relation with theatmosphere and with said exhaust pipes, a partition dividing said chamber into an air-suction chamber and a combustion chamber, said partition having an aperture opposite said cylinder exhaust pipe, and-deflecting means on saidpartition in said combustion chamber opposite said aperture.

4. In a combustion device for doing away' with exhaust gases in combustion engines,

the combination,'with theengine' cylinder exhaust pipe and the exhaust pipe of the engine, of a chamber in open relation with the atmosphere and with said exhaust pipes, a partition dividing said chamber into an. air-suction chamber and a combustionchamher, said 'artition having an aperture opposite sai cylinder exhaust pipe, a nozzle 1n said aperture, and deflecting means on said.

partition in said combustion chamber opposite said aperture. v

5. In a combustion device for doing away with exhaust gases in combustion engines, the combination, with the engine cyhnder exhaust pipe and the exhaust pipe of the engine, of a chamber in open relation with 'the atmosphere and with said exhaust pipes,

said chamber being formed at one part by two sieves inclosing a space contaming'a non combustible filling pervious to air, a par- -tit'10n dividing said chamber into an air:

suction chamber and a combustion chamber, said partition/having an aperture 0 posite said. cylinder exhaust pipe, and de ecting said cylinders and provided with means on said PflIILLLUll in said combustion chamber opppsite said aperture.

6. In a combustion device for doing away with exhaust gases in combustion engines, the combination, with the engine cylinder exhaust pipe and the exhaust pipe of the engine, of a chamber in open relation with the atmosphere and with said exhaust pipes, a partition dividing said chamber into an air-suction chamber and a combustion chamber, said partition having anaperture o posite said cylinder exhaust pipe, and de ecting means on said partition in said combustion chamber opposite said aperture, a tank removed from the engine, and a drain pipe in open relation with said combustion chamber and said tank.

7. In a combustion device for exhaust gases of combustion engines, the combination with the cylinder exhaust pipe and the engine' exhaust pipe of a combustion cham tion chamber being open at one end and provided with ervious partitions inclosing a non-combustible pervious filling, and a defleqtor disposed opposite the mouth of said 0 linder exhaust pipe and adapted to direct tiie'jflame jets entering said chamber from said cylinder exhaust pipe away from said open end to induce a suction through said filling.

8. A combination of a combustion cylinder, a combustion chamber having a connection with the exhaust pipe of sa1d cylinder and provided with -an air inlet, and a deflector disposed between said air inlet and the discharge outlet of said chamber, and opposite the mouth of said cylinder exhaust pipe, saiddeflector being inclined to direct the. flame jets entering said chamber from said cylinder away'from said air inlet to induce a/ suction therethrou h.

testimony, that we clalm the foregoing as o I invention, we have signed our names inpr sence of two subscribingwitness es.

KARL LEHMANN. ERNST LEHMANN W it-nesses:

- HENRY HAsrnn,

Sormoaona. 

